Electrical Control TRIZ Cases

Bleeding compressed starting air into the crank chamber dilutes leaked fuel gas below the explosive limit without adding a separate safety air system.

Limits intake air filling at engine start based on cylinder head temperature to suppress cold-start thermal distortion without excessive output loss.

Active shearing or ultrasonic blending keeps immiscible marine fuels emulsified before injection, improving combustion stability and efficiency.

Rotation fluctuation during fuel cut-off ignition reveals stuck-open or stuck-closed fuel injection valves while the engine is running.

Stopping backup when ignition turn-on signs appear protects stored vehicle data without extending startup time or activation load.

Torque demand is mapped through engine speed targets to smooth non-linear speed changes, reducing rough operation and engine wear.

Separate power and one-touch start switches with relay-diode retention give excavators flexible shutdown control, lower complexity, and safer use.

Adjusting the first post-cutout sparks helps control cylinder pressure while limiting fuel use, emissions, and muffler heat.

Gradual torque ramping between engine banks cuts transition shock and lowers HC, CO, and NOx during cylinder deactivation.

Retarding the hydrogen fuel valve relative to the intake valve suppresses backfire and limits unburned fuel loss through the exhaust.

Valve overlap after SPI detection traps air and blends rich combustion with bypass air to restore stoichiometric exhaust and cut emissions.

Separate methane and hydrogen injectors mix fuel on board, enabling ratio control from methane quality for cleaner, efficient combustion.

Dispersants and sol-gel processing keep silver and TiO2 or WO3 nanoparticles dispersed, reducing agglomeration while sustaining catalytic activity.

Uses tank temperature-driven pressure changes and filter-region pressure gradients to detect EVAP leaks without pumps, cutting energy use and noise.

A bypass valve and conduit reroute exhaust gas around the turbine to cut back pressure, speed spool-up, and improve two-stroke response.

A functional coordinator prioritizes secondary functions and sends one engine mode request to prevent conflicts and premature termination.

Ionisation current phase analysis separates water in the cylinder from heavy knocking, avoiding incorrect combustion control adjustments.

Secondary air drawn by valve timing heats cold-start exhaust aftertreatment faster, cutting emissions without external heaters.

Separating power-on from engine start-stop enables asynchronous shutdown and emergency relay backup when the main controller fails.

Controlled coil current reduction stabilizes half-lift valve motion, improves injection linearity, and helps cut PN emissions.

Reaction-equation modeling uses aftertreatment storage capacity to infer downstream exhaust composition and detect faults more reliably.

Pressure and mass flow gradients detect compressor pumping, enabling corrected turbocharger temperature modeling for speed control and component protection.

Controlled soot preloading after DPF regeneration restores post-burn filtration efficiency and helps meet particulate number limits.

Fused speed signals and model-based boost control limit turbocharger overspeed during intake leaks while avoiding unnecessary intervention.

Dynamic fuel-rail pressurization compares efficiency gains with compression energy cost to improve gaseous-engine emissions control.

Logic-based VVA switching uses speed, virtual peak cylinder pressure, and fuel-control conditions to improve transient engine operation and emissions.

Backflow gas and an air-fuel ratio sensor identify oil adhesion in exhaust passages, enabling selective removal before vehicle shipment.

A rotating turbocharger turbine drives heated air recirculation to warm exhaust walls and speed catalyst light-off during cold starts.

Fuel mixing is adjusted from catalyst activity and engine warm-up state to speed catalyst light-off and cut CO, HC, and NOx emissions.

Pressure changes from a negative pressure pump isolate canister and purge-passage leaks, improving evaporative emission diagnosis.

A resettable circuit breaker protects outboard accessory power from overcurrent while restoring supply without fuse replacement or cowl removal.

During engine deceleration, trim control covers the compressor inlet margin to suppress backflow, vibration excitation, and relief whine.

Real-time control map updates optimize engine actuator setpoints under limited computing power, reducing calibration effort and adapting to variation.

Alternating compression-braked and fueled cylinders raises exhaust heat for catalyst regeneration without extra DOC or VGT hardware.

An auxiliary air source adds turbocharger shaft torque at low speed and load to maintain AFR and extend diesel cylinder deactivation.

Dynamic torque allocation balances main and auxiliary consumers to prevent engine undersupply and stalling under changing loads.

Ignition current and voltage signals are used to estimate flame jet intensity, enabling sub-chamber combustion control without added sensors.

Moisture-triggered exhaust scavenging lowers condensation in stalled hydrogen engines, helping prevent rust and extend service life.

Secure controller calibration checks block unauthorized emissions updates, enabling one engine platform to meet regional standards.

Cylinder-specific crankshaft acceleration thresholds improve marine engine misfire detection despite varying combustion states.

Battery-aware urea injection stabilizes catalyst ammonia adsorption, improving NOx purification while suppressing ammonia desorption.

Direct crankcase pressure and engine speed sensing let the ECU track real engine load and improve two-stroke fuel, ignition, and emissions control.

A split pressure-control layout with a downstream flow valve cuts control volume and improves response accuracy in hydrogen direct injection.

Staged pilot and main injections let a dual-fuel engine use more alcohol while limiting knock, formaldehyde, and combustion loss.

Pressure-based valve checks are halted on hydrogen engine stall to avoid false closure judgments and limit downstream gas leakage.

Cabin sound level triggers filter warm-up and oxygen supply so regeneration occurs when existing vehicle noise can mask added exhaust noise.

Liquid hydrogen vaporization supplements gas-phase tanks to sustain fuel pressure without compressors, cutting weight, cost, and noise.

Maintaining LPG in liquid form through rail pressure control and recirculation improves combustion precision and cuts emissions in LPG-only engines.

A dual metering strategy switches between near-cylinder injection and intake dosing to limit premature ignition in hydrogen engines.

Pilot injection of a high-cetane fuel pre-heats the chamber so intake-injected alcohol burns more cleanly, cutting knock and aldehyde emissions.

An electronic throttle adjusts intake air to maintain target engine speed through isochronous control logic.

Dynamic torque adjustment reduces operator discomfort during dump approaches by preventing abrupt engine output changes.

Engine control unit adjusts pilot fuel injection timing based on charge air pressure signals to stabilize exhaust emissions.

Dual exhaust-ported cylinders route gas to recirculation loops via independent valves, resolving limited flexibility in conventional EGR systems.

Heated air injection burns pooled oil on piston tops, preventing exhaust contamination and catalyst damage during extended idle periods.

A control apparatus calculates cylinder-specific fuel injection amounts using pre-detected component ratios to ensure accurate combustion during engine restart.

Engine control device diagnoses stuck wastegate valves during catalyst activation to prevent delayed exhaust cleaning.

A direct injection engine control device manages multiple fuel injections to create a stratified air-fuel mixture.

Segmented pre, main, and post-injection strategies improve combustion completeness and reduce emissions by optimizing fuel-air mixing.

A reconstituted crankshaft signal generated by an engine control unit transmits precise position data via a communication bus.

A simulation model predicts engine parameters before gear shifts, resolving accuracy issues in torque assessment that cause suboptimal selection.

A boat propulsion device reduces engine rotation speed when fuel levels drop to protect the exhaust catalyst.

A fuel injection control device selects between electromotive force quantity and timing detection modes for valve closing.

A vehicle control device adjusts engine torque restoration rates based on cylinder operation mode and speed.

Economy mode activation module compares throttle input data against defined limits to control fuel consumption via economy or standard fuel maps.

Electronic control unit adjusts solenoid valve closing angle to maintain accurate fuel pressure in the common rail.

Continuous pressure variance analysis detects radiator leaks before engine overheating occurs.

A control apparatus manages fuel injection timing and valve overlap to raise catalyst temperature in internal combustion engines.

Main frame shields exhaust gas sensor from flying stones and sprayed mud without adding protective covers.

A physics-based model calculates charge air temperature using engine speed, coolant data, and airflow variables.

A cam torque actuated variable cam timing phaser uses a spool valve to hold the rotor at a mid-lock position for faster response.

A control system supplies compressed air from a storage container to an internal combustion engine cylinder.

Dynamic control amplification adapts to switching point quality, resolving oscillation risks while maintaining rapid adjustment speed.

A combustion engine synchronization method uses a learning process to record actual camshaft edge positions for precise detection.

A shift control device manages engine rotation rate during forward-to-reverse switchover in work vehicles with stepped automatic transmissions.

Air-fuel ratio control device manages oxygen storage in exhaust catalyst to maintain stable operating conditions.

A control method monitors engine speed and manifold pressure to initiate rapid restarts during stop-start cycles.

A PI controller determines a maximum permissible air charge using pre-control and temperature-dependent delta values.

An engine system monitors catalyst immersion in condensed water and extends operation time to evaporate the liquid.

Staged cam-first transitions coordinate engine actuators to reduce noise and vibration while maintaining optimal manifold pressure.

Segmented exhaust valves dynamically route gas to the turbocharger, reducing residual contamination and device complexity.